baldwin



` (No Model.) 3 sheets-sheet 1.

. C. W. BALDWIN.

Y GAS BNGlNE.

No. 276,749. Patented May 1,1883.

N. Puras. mmmmm". WM, uc.

(No Model.) 3 Sheefcs-Sheet 2.

C.. W. BALDWIN.

GAS ENGINE.

No. 276,749. Patented May 1,1883.

N. PETERS, Phuln-lishc'grzplierv Wnhington, D. C

(No Model.) 3 Sheets-Sheet 3.

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GAS ENGINE. No. 276,749.l Patented -.Many 1,1883.`

UNITED STATES PATENT OEEICE.

CYRUS W. BALDWIN, OF CHICAGO, ILLINOIS, ASSIGNOB TO WILLIAM HALE, CFSAME PLACE.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 276,749, dated May 1,1883.

Application led January 6, 1883. (No model.)

To all whom it may concern Be it known that I, GYRUs W. BALDWIN, ofChicago, Cook county, Illinois, have invented certain Improvements inGas-Engines, of which the following is a specification.

My invention consists in certain improvements in gas-engines, fullydescribed hereinafter, whereby I am enabled with the use of `but onecylinder to explode the mixed gases are diagrams illustrating theworking of the engine.

Thecylinder A, having the usual waterjacket, is open at one end, andcontains the working-piston B, the truuk-piston B', having valves o oopening inward, and they compressing-piston B2. The pistons B B' areconnected by the rod a, and the connecting-rod b is jointed to earswithin the piston B', and at the outer end to the crank c ofthe mainshaft C. The compression-piston B2 slides 'on the rod a, and is attachedto two rods, d d, which extend through the head of the piston B', (theopenings being suitablyT packed,) and are connected to a cross-head, d',sliding in guideslots .fo x in the sides of the trunk of the piston B',the latter being guided by a hollow cylindrical extension, A', ot' thecylinder A. The

connecting-rod d2 is jointed to the cross-head d' and to awrist-pin,d3,ona countercrank,d4,`

carried by the wrist-pin of the crank c, the

cranks being set and pistons connected to secure the movementshereinafter described.

As the connecting-rod b vibrates across the center, a second air-port,z', near the outer end, the two air-ports communicating through achannel, f, and a gas-port, s, also near the outer end, andcommunicating with a gas-pipe, s'. The igniting-opening q is a shortdistance,i from the closed end ofthe cylinder, and channels h h, withinthe cylinder, extend from the rear end past the said opening. Theexhaustport is closed by a valve, e', and a valve,f', closes the channelf. each valve having a stem extending to an arm on a rock-shaft,f2, vi-

brated from a cam, E, on the shaft C through the medium of a rod, F, andcrankarmf.

A valve, s2, in the gas-channel is connected io a stern on which bearsan L-lever, G, vi-

brated at proper intervals by a slide-rod, G', 65

operated by an eccentric, G", on the main shaft. The rod G' slides in aneye at the end ot a lever, H, which is connected to the governor I, sothat any undue increase of speed will raise or lower the rod G', andcarry it from opposite the lever G, thereby preventing the lifting ofthevalve s2, and thus cutting ott the governed by a slide-valve, J, whichis slotted to 7 5 receive a flame, and carries it tothe ignitingopeningin the usual manner, the valve being moved by a projection, g, on theshaft C, which is carried alternately, by the shafts revolution, againstthe opposite sides of a yoke 8o or frame, h, which is attached to thevalverod h'. Quick motions are thus imparted to the valve, so as to moveit suddenly and only" for a short time.

In Figsland 2 the parts arein the position 85 they occupy when the rearend of the cylinder A contains a charge of' mixed gases undercompression ready to explode. When the llame-carrying port in the valveJ is opposite the igniting-opening q the charge will be 9o piston B2,however, at once beginning to travel away from the piston B,as shown indiagram, Fig, 4, owing to the ditterent positions of the two cranks towhich the pistonrods are connected, thus compressing the air between thepistons B2 B. As the piston B' passes the port t and the piston B2passes the port t, the air flows through the channel fto the spacebetween the pistons B2 B, (see Fig. 4,) and as the piston B passes theport t(see Fig. 5) the compressed air is suddenly forced into the spacebehind the piston B, the exhaust being then opened, and traverses thesaid space, cxpelling the dead gases through the port e. Theworking-pistonB and trunk-piston B are now at the limit-of their forwardmovement; but the piston B2 continues to move in the direction of itsarrow, Figs. 5 and 6, until it uncovers the gas-port s and draws in asupply of gas to mingle with the air in the space between the pistons BB2. 0n the return movement,

Fig. y7, thepiston B expels theairfrom behind it through the exhaust-port e, the piston B2 leaves the piston B suddenly under the changein the positions of the cranks, and compresses the charge between it andthe piston B until the parts are at the position shown in Fig. 8, whenthe charge will be compressed to its greatest density.

It is desirable that the charge be exploded while at its greatestcompression; but it will be seen that in ordinary engines, where thecharge is compressed between the workingpiston and the end of thecylinder, it is impossible to explode the .gases when the crank is onthe dead-center. The piston is therefore withdrawn from the end of thecylinder until the crank is in the proper position, and the gas thenexploded; but this relieves the charge of pressure and wastes a greatpart of the power used in compressing the gas. To avoid this objectionthe charge has been compressed in separate cylinders and then forcedinto the working-cylinder when the piston' and crank are in properposition; but this increases the size and weight of the engine,necessitates the use -of close-fitting valves, and is otherwiseobjectionable. By the construction shown I avoid both these objections,for after the charge is compressed to its greatest density (the partsbeing in the position shown in Fig. 8) the pis- 'ton B, acted on by thecrank b4, approaches the piston B2, Fig. 9, and the charge istransferred through the channels h to the rear of the piston without anyexpansion, the piston B moving forward until it is in contact with thepiston B2, which remains nearly stationary, (see Fig. 10,) by which timethe crank c is in such a position that the explosion which then followsacts most effectively to turn the shaft. The operations then followinthe order and with the effect before described. By this means I compressthe charge toits greatest density and explode it without any expansionwhen the crank is in its most effective position, and without a secondcompression-cylinder or valves and packing other than those essential toevery cylinder.

It will further be seen that as all the pistons are in one cylinder anyleakage will result simply in a transfer of the gas from one chamber toanother, so that the tight packing requisite when different cylindersare used is avoided.

It willbe seen that the variable' movements of' the pistonsarepositively imparted by the double crank without any lost motion or theuse of appliances liable to fail in coacting properly; but I do notlimit myself to the use of such devices, as cams, eccentrics, Sac., or asecond crank-shaft, may be used. for compressingthe charge on one sideof the piston and transferring it to the other after it has moved partof its stroke may be used. For instance, the charge -may be transferredfrom one side of the piston B to the other through the piston itself.

The expulsion of the waste gases by driving a charge of air throughthecylinder from end to end is an important feature, as thereby thegases are completely expelled, butwithout loss of time in the operation.It will be obvious, however, that this mode of expulsion may be appliedwhen the air is admitted at one side of the cylinder and the gasexpelled at the opposite side, and] that the expulsionV may be effectedafter the piston has traveled back a short distance, instead of when itis at the end of its stroke.

The movement of the igniting-valve by a tappet or any other devicewhereby it is caused to change its position quickly and then come to arest is an important feature, as" thereby the vignition may be effectedat the precise moment required, and` the opening-then immediatelyclosed.

Instead of using the pistons B2 Bto force a charge of air through therear of the cylinder, a separate air-cylinder maybe used; or air storedunder pressure in a reservoir may be employed. In this case the pistonB' might Other means IOO be dispensed with.

I do not abandon or dedicate to the public any patentable features setforth herein and not hereinafter claimed, but reserv'e'the right IIO toclaim the same either in a reissue of any y patent that maybe grantedupon this applica- ,tion or in other applications for Letters Patentthat I may make.

I therefore claim-h 1. In a gas-engine, the combination of aworking-cylinder, two pistons, and appliances, substantially asdescribed, for operating them independently, and air and gas ports andchannels, substantially as set forth, whereby vthe charge of explosivegases is compressed in IIS both traveling. forward to receive betweenthem a second charge ot' gases, substantially as set forth.

3. The combination of the cylinder, pistons B B2, and ports, passages,and valves, and operating devices, substantially as described, wherebythe two pistons are separated while traveling forward to receive acharge of gases between them, and are `then brought toward each otherwhile traveling back to compress said charge until the piston B reachesthe limit of its motion, and said pistonV is then brought against thepiston B2 to force the charge to the opposite side of the piston B,substantially as set forth.

4. The combination, with the cylinder A and its ports and passages, andwith the piston B, rod c, connecting-rod b, and shaft C and crank t c,of the piston B2, rods d, connecting-rod el',

and supplemental' crank d2, substantially as set forth. i

5L The combinationofthe cylinder, its ports, and valves and pistons BB', connected together, and intermediate and independentlyoperatingpiston, B2, substantially as set forth.

6. The combination of the cylinder, piston B, piston B', connectedthereto and provided with a trunk, and piston B2, connected to rodsextending through the piston B', and attached to a crosshead sliding inguides of the trunk, substantially as set forth.

7. The combination, with a gas-engine, of ports arranged at oppositeportions of the workin g-cylinder, and air-passages and valves,substantially as set forth, whereby a charge ot' air is carried throughthe cylinderaway from the piston, when the latter is at thelimit ot'itsforward motion, after the explosion of the gases and prior to theadmission of a new charge, substantially as set forth.

S. The combination, with theworking cylinder and piston of a' gasengine,of exhaust and air ports and passages arranged to :admitma charge of airafter the explosion and then ""to permit the same to be expelled by thebackward movement of the piston, as set forth.

9. y The combination ofthe cylinder, connected pistons B B',intermediate piston, B2, and ports and passages arranged to carry theair from between the pistons B2 B' to the rear of the piston B,substantially as set forth.

10. The combination ofthe cylinderA., having the ,exhaust-port e,communicating air-ports t t', `igniting-opening q, and gas-port s,arranged and provided, with valves, substantially as se't forth, andworking-piston B, piston B', provided with air-openings and valves, andintermediate piston, B2, substantially as set forth.

ll. The combination of the gas-inlet valve and operating appliances, areciprocating rod, G', constituting part ot' said operating appliances,and a governor and connections whereby said rod is thrown out ofconnection with theother parts when the speed of the engine becomesexcessive, substantially as set forth.

In testimcnywhereof Ihave signed myname to thisspecitication in thepresence of two sub scribing witnesses.

CYRUS W. BALDWIN.

Witnesses:

J oHN B. GREEN, in., J oHN C. FREEMAN.

